Today's Message Index:
----------------------
1. 02:31 AM - The LOC... (Matt Dralle)
2. 05:10 AM - Prop (Dee Young)
3. 05:54 AM - Re: Check valve (Peter Graichen)
4. 06:20 AM - Re: Tail Wheel Attachment (Gary Algate)
5. 07:48 AM - Re: Rotax 912 Roughness and mag drop (kerrjohna@comcast.net)
6. 08:36 AM - Re: Re flooding due to ruptured diaphram (Jose M. Toro)
7. 08:56 AM - Re: Tail Wheel Attachment (Jimmie Blackwell)
8. 09:03 AM - What's the typiecal maintenance schedule for NSI (Harris, Robert)
9. 09:07 AM - Re: Tail Wheel Attachment (Gary Algate)
10. 09:21 AM - Re: Tail Wheel Attachment (Jose M. Toro)
11. 09:41 AM - Re: Tail Wheel Attachment (shortnaked)
12. 09:47 AM - Re: Prop (Pete Sigrist)
13. 11:02 AM - Re: Check valve (Michael Gibbs)
14. 11:20 AM - hmm some have no concern for safety it sems (Michael Gibbs)
15. 12:09 PM - Re: Prop (Dee Young)
16. 12:29 PM - Re: Prop (John Oakley)
17. 02:55 PM - won't the pressure in the pulse line cause fuel to be forced away from (Rex & Jan Shaw)
18. 03:55 PM - Re: hmm some have no concern for safety it sems ()
19. 04:01 PM - fuel flow meter (Fox5flyer)
20. 04:24 PM - Re: Prop (Dee Young)
21. 05:36 PM - Re: Tail Wheel Attachment (Jimmie Blackwell)
22. 07:37 PM - Re: hmm some have no concern for safety it sems (chad lively)
Message 1
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--> Kitfox-List message posted by: Matt Dralle <dralle@matronics.com>
Hi Listers,
The List of Contributors (LOC) is just around the corner! On December 1st
I post a list of everyone that so generously made a Contribution to support
the Lists. Its sort of my way of publicly thanking everyone that took a
minute to show their appreciation for the Lists.
Won't you take a moment and assure that your name is on that List of
Contributors? As a number of people have pointed out, the List seems at
least, if not a whole lot more, as valuable as a building/flying/recreating
tool as a typical your magazine subscription. We won't even talk about a
newsstand price... :-)
Won't you take minute and assure that your name is on the upcoming
LOC? Tell others that you appreciate the Lists. Making a Contribution to
support the Lists is fast and easy using your Visa or M/C on the SSL Secure
Web Site:
http://www.matronics.com/contribution
or by popping a personal check in the mail to:
Matronics Email Lists
c/o Matt Dralle
PO Box 347
Livermore CA 94551-0347
I would like to thank everyone that has so generously made a Contribution
thus far in this year's List Fund Raiser! Remember that its YOUR support
that keeps these Lists going and improving! Don't forget to include a
little comment about how the Lists have helped you! I love to feel the
love... :-)
Best regards,
Matt Dralle
Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 2
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Seal-Send-Time: Mon, 22 Nov 2004 06:05:06 -0700
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
Anyone know the proper way to balance a wood prop?
Dee
Do not archive
Message 3
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--> Kitfox-List message posted by: "Peter Graichen" <n10pg@neo.rr.com>
Hi Kurt:
It is a st.st. ball shut-off valve, used for component maintenance only.
When turned "off", the handle is straight up. This will not allow the seat
pan to fit in place until the handle is returned to its horizontal "on"
position.
Peter Graichen
http://home.neo.rr.com/n10pg/kitfox.htm
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of kurt schrader
Subject: RE: Kitfox-List: Check valve
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Hi Peter,
I went thru the Floscan calibration myself, but.........
........ socket in shape.
Kurt S. S-5/NSI turbo
--- Peter Graichen <n10pg@neo.rr.com> wrote:
> Hello Kurt:
> I don't remember reading anything about a certain
> distance that the transducer needs to be from
> other components. I calibrated the Floscan
> indicator by setting the dip switches, a long and
> drawn-out affair.
>
> Peter Graichen
__________________________________
http://my.yahoo.com
Message 4
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| Subject: | Tail Wheel Attachment |
--> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
Jimmy
One thing I was taught is there are a couple of things that really affect
control during the take off and landing stages.
1 when you first apply throttle for take off and that causes a torque
reaction from the prop which will require rudder to compensate (Rudder
direction depends on prop direction of rotation.
2 when tail lifts there is another swing which is due to the effect of
the prop wash and torque and this is probably what you are seeing.
I remember that I had a lot of trouble with these effects initially but once
you learn to lead with a little bit of compensating rudder rather than try
to react after the fact.
Gary A
Lite2/582
>>>>>>>>>>>>>>>>>
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
In the last few weeks I have been having a lot of fun learning to fly my
Model IV Speedster. There are a couple of issues that perhaps this list can
help me resolve. First, when landing or taking off there is a period of
time at about 35-40 mph that my plane gets notably more difficult to control
[Gary Algate]
<<<<<<<<<<<<<<<
Message 5
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| Subject: | Re: Rotax 912 Roughness and mag drop |
--> Kitfox-List message posted by: kerrjohna@comcast.net
I have found that my 912 runs best with the circlip at 2nd from top (Lean); 155
main jets during winter and 148 in summer. My idle mixture is in significantly
from book(1 1/2 to 2 turns for peak idle). I am also running with 2 round
5" x 2" airfilters. Spark plugs ends are toasty brown.
-------------- Original message --------------
> --> Kitfox-List message posted by: Lyle Persels
>
> Plug color: ceramic varies from mid brown toward black, but not heavily
> sooted.
> Mag drop same for both sides: Yes
> Circlip settings. Position #2 per manual.
> Main jets: 158 per manual
> Seasonal? No, year round, but some seasonal variation. My record keeping
> hasn't been so meticulous as to relate variations to temperature/humidity.
> I appreciate your interest.
>
> Lyle Persels
>
> kerrjohna@comcast.net wrote:
>
> >--> Kitfox-List message posted by: kerrjohna@comcast.net
> >
> >what color are the plugs when you change them?
> >
> >is the mag drop the same for both sides?
> >
> >what settings on the circlip on the needle?
> >
> >what main jets are you running?
> >
> >does this happen year round or at season change?
> >
> >John Kerr
> >
> >-------------- Original message --------------
> >
> >
> >
> >>--> Kitfox-List message posted by: Lyle Persels
> >>
> >>After 400 hours on my Model IV, I remain pleased with the 912UL's
> >>smoothness, economy and power when operating at cruise rpm. However,
> >>from the beginning I've struggled with roughness-often extreme- below,
> >>say, 2500 rpm. I have all the manuals, have balanced (both mechanical
> >>and with vacuum guage) and tinkered and adjusted linkages with extreme
> >>care, have cleaned carbs carefully, replaced many carb parts (flanges,
> >>diaphragms, jets, needles, o-rings), and looked for possible intake leaks.
> >>
> >>In addition to roughness, I've always had a drop on the individual
> >>ignition circuit checks of slightly greater than 300 rpm on each
> >>circuit. Replacing the plugs helps a little for a short time. I've done
> >>this much too frequently, at 20-25 hour intervals. I've replaced a
> >>faulty coil and ignition module (now $782) but I doubt that these
> >>related to the mag drop problems.
> >>
> >>I've followed the list on these topics for years, so I know my
> >>experiences aren't unique. Yet I can't believe most 912 operators
> >>experience these problems with the severity and frequency that have
> >>plagued my love-hate relationship with the engine. I just can't believe
> >>these conditions "have to be."
> >>
> >>Can anyone offer suggestions, information, or even condolences?
> >>
> >>Lyle Persels
> >>
> >>
> >>
> >>
> >>>
> >>>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >what color are the plugs when you change them?
> >
> >is the mag drop the same for both sides?
> >
> >what settings on the circlip on the needle?
> >
> >what main jets are you running?
> >
> >does this happen year round or at season change?
> >
> >John Kerr
> >
> >-------------- Original message --------------
> >
> > -- Kitfox-List message posted by: Lyle Persels
> >
> > After 400 hours on my Model IV, I remain pleased with the 912UL's
> > smoothness, economy and power when operating at cruise rpm. However,
> > from the beginning I've struggled with roughness-often extreme- below,
> > say, 2500 rpm. I have all the manuals, have balanced (both mechanical
> > and with vacuum guage) and tinkered and adjusted linkages with extreme
> > care, have cleaned carbs carefully, replaced many carb parts (flanges,
> > diaphragms, jets, needles, o-rings), and looked for possible intake leaks.
> >
> > In addition to roughness, I've always had a drop on the individual
> > ignition circuit checks of slightly greater than 300 rpm on each
> > circuit. Replacing the plugs helps a litt
> > le for a short time. I've done
> > this much too frequently, at 20-25 hour intervals. I've replaced a
> > faulty coil and ignition module (now $782) but I doubt that these
> > related to the mag drop problems.
> >
> > I've followed the list on these topics for years, so I know my
> > experiences aren't unique. Yet I can't believe most 912 operators
> > experience these problems with the severity and frequency that have
> > plagued my love-hate relationship with the engine. I just can't believe
> > these conditions "have to be."
> >
> > Can anyone offer suggestions, information, or even condolences?
> >
> > Lyle Persels
> >
> >
> > is the Annual List Fund Raiser. Click on the
> > /SUBSCRIBE: http://www.matronics.com/subscription
> >
> >
> >
> >
>
>
>
>
>
>
I have found that my 912 runs best with the circlip at 2nd from top (Lean); 155
main jets during winter and 148 in summer. My idle mixture is in significantly
from book(1 1/2 to 2 turns for peak idle). I am also running with 2 round 5"
x 2" airfilters. Spark plugs ends are toasty brown.
-------------- Original message --------------
-- Kitfox-List message posted by: Lyle Persels <LPERS@MCHSI.COM>
Plug color: ceramic varies from mid brown toward black, but not heavily
sooted.
Mag drop same for both sides: Yes
Circlip settings. Position #2 per manual.
Main jets: 158 per manual
Seasonal? No, year round, but some seasonal variation. My record keeping
hasn't been so meticulous as to relate variations to temperature/humidity.
I appreciate your interest.
Lyle Persels
kerrjohna@comcast.net wrote:
-- Kitfox-List message posted by: kerrjohna@comcast.net
what color are the plugs when you change them?
is the mag drop the same for both sides?
what s
ettings on the circlip on the needle?
what main jets are you running?
does this happen year round or at season change?
John Kerr
-------------- Original message --------------
-- Kitfox-List message posted by: Lyle Persels
After 400 hours on my Model IV, I remain pleased with the 912UL's
smoothness, economy and power when operating at cruise rpm. However,
from the beginning I've struggled with roughness-often extreme- below,
say, 2500 rpm. I have all the manuals, have balanced (both mechanical
and with vacuum guage) and tinkered and adjusted linkages with extreme
care, have cleaned carbs carefully, replaced many carb parts (flanges,
diaphragms, jets, needles, o-rings), and
looked for possible intake leaks.
In addition to roughness, I've always had a drop on the individual
ignition circuit checks of slightly greater than 300 rpm on each
circuit. Replacing the plugs helps a little for a short time. I've done
this much too frequently, at 20-25 hour intervals. I've replaced a
faulty coil and ignition module (now $782) but I doubt that these
related to the mag drop problems.
I've followed the list on these topics for years, so I know my
experiences aren't unique. Yet I can't believe most 912 operators
experience these problems with the severity and frequency that have
plagued my love-hate relationship with the engine. I just can't believe
these conditions "have to be."
Can anyone offer suggesti
ons, information, or even condolences?
Lyle Persels
what color are the plugs when you change them?
is the mag drop the same for both sides?
what settings on the circlip on the needle?
what main jets are you running?
does this happen year round or at season change?
John Kerr
-------------- Original message --------------
-- Kitfox-List message posted by: Lyle Persels <LPERS@MCHSI.COM>
After 400 hours on my Model IV, I remain pleased with the 912UL's
smoothness, economy
and power when operating at cruise rpm. However,
from the beginning I've struggled with roughness-often extreme- below,
say, 2500 rpm. I have all the manuals, have balanced (both mechanical
and with vacuum guage) and tinkered and adjusted linkages with extreme
care, have cleaned carbs carefully, replaced many carb parts (flanges,
diaphragms, jets, needles, o-rings), and looked for possible intake leaks.
In addition to roughness, I've always had a drop on the individual
ignition circuit checks of slightly greater than 300 rpm on each
circuit. Replacing the plugs helps a litt
le for a short time. I've done
this much too frequently, at 20-25 hour intervals. I've replaced a
faulty coil and ignition module (now $782) but I doubt that these
related to the mag drop problems.
I've followed the list on these topics for years, so I know my
experiences aren't unique. Yet I can't believe most 912 operators
experience these problems with the severity and frequency that have
plagued my love-hate relationship with the engine. I just can't believe
these conditions "have to be."
Can anyone offer suggestions, information, or even condolences?
Lyle Persels
is the Annual List Fund Raiser. Click on the
/SUBSCRIBE: http://www.matronics.com/subscription
the
cription
Message 6
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b=VUF5S9jQkdMQLlsBhj3Aw4T9KQoBWe5eACb41ZtsO9sfwzkDVISvtvZt12CckQJi0z59tMxCwP4GVbq4H//kMBFdfvPr419+fCsxe8Lv6QaJZBi0NvvlH4JR7q5B4Xt34z240b8ygWTjfJ6MqD5iBvXf3qtfPamgR+I25V4/RB8=
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| Subject: | Re: Re flooding due to ruptured diaphram |
--> Kitfox-List message posted by: "Jose M. Toro" <jose_m_toro@yahoo.com>
Rex:
If the electric pump is parallel to the mikuni, you can keep it running full time.
If you have a valve to close the fuel flow to the mikuni pump exclusively,
upon occurrence of an engine failure, you can close that valve. The windmilling
could restart the engine if the engine is able to clear the flood. This
is subject to testing, but I won't be the volunteer...
Jose
Rex & Jan Shaw <rexjan@bigpond.com> wrote:
--> Kitfox-List message posted by: "Rex & Jan Shaw"
What I mean is that the backup pump will take care of providing appropriate
fuel
pressure to the carbs, but at the same time the mikuni pump with the damaged
diaphragm will take care of flooding the crankcase, and will eventually stop
the engine. Could be solved by using a valve to close the gas source to the
mikuni,
but will the engine restart after it got flooded?
Thanks Jose for clarifying that. In my original posting I think I did have a
valve/tap installed before the Mikuni pump for that reason. As explained
elsewhere I agree the the flooding before you can turn off that valve may
kill the engine. However I think it will windmill and clear itself once that
valve is turned off. Turning on the backup pump will then supply a correct
mixture via the carbs. The plugs will be wet but should come good as the
motor will be warm and the motor restart. I appreciate Don's comment that he
feels we have to assume it wouldn't start until someone proves it will.
However we can either similate a test to see or set up a system and hope it
works when we need it. That can be a personal choice either way and that
choice should be respected. I have played with two strokes in Kart Racing
for many years and I'd bet my life on the fact I'd get it restarted. It
would be good to allow a few seconds to clear the flooding before turning on
the backup pump though. That's my decision but if Don or anyone else doesn't
want to trust it to restart and so not install the system until proof is at
hand then I have to respect that. Howeverdiscussing this to evolve a system
is what it is all about and in the process we are bound to have situations
like this. If we let this stop us evolving a possible system then we will
not ever do that. We can evolve a system but choose not to act on it until
points like this are proven if we feel happier than installing it with
theoretical confidence. Perhaps some proof on this point will come to hand,
however as I say I feel confident enough on this point myself to go ahead.
Thanks all for the contributions. I feel I for one have got something out of
it.
Rex.
rexjan@bigpond.com
Jose M. Toro, P.E.
Kitfox II/582
"A slow flight in the Caribbean..."
---------------------------------
Message 7
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| Subject: | Re: Tail Wheel Attachment |
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
Gary
You are probably right. The Kitfox is so different from my nose gear flying
that I have almost had to learn to fly again. Fortunately I have had a very
good and patient instructor. The 20 degree slanted nose of the Kitfox
really stumped me for awhile. Even after several hours in the Kitfox I must
constantly restrain myself from crabbing left.
Thanks again for your thoughts. With a little more good weather to practice
in with my CFI I may just solo this thing before Christmas. It sure is a
lot of fun.
Jimmie
----- Original Message -----
From: "Gary Algate" <algate@attglobal.net>
Subject: RE: Kitfox-List: Tail Wheel Attachment
> --> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
>
> Jimmy
>
> One thing I was taught is there are a couple of things that really affect
> control during the take off and landing stages.
>
> 1 when you first apply throttle for take off and that causes a
torque
> reaction from the prop which will require rudder to compensate (Rudder
> direction depends on prop direction of rotation.
>
> 2 when tail lifts there is another swing which is due to the effect
of
> the prop wash and torque and this is probably what you are seeing.
>
> I remember that I had a lot of trouble with these effects initially but
once
> you learn to lead with a little bit of compensating rudder rather than try
> to react after the fact.
>
> Gary A
> Lite2/582
>
> >>>>>>>>>>>>>>>>>
>
> --> Kitfox-List message posted by: "Jimmie Blackwell"
<jablackwell@ev1.net>
>
> In the last few weeks I have been having a lot of fun learning to fly my
> Model IV Speedster. There are a couple of issues that perhaps this list
can
> help me resolve. First, when landing or taking off there is a period of
> time at about 35-40 mph that my plane gets notably more difficult to
control
> [Gary Algate]
> <<<<<<<<<<<<<<<
>
>
Message 8
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| Subject: | What's the typiecal maintenance schedule for NSI |
--> Kitfox-List message posted by: "Harris, Robert" <Robert_Harris@intuit.com>
Hi Peter,
I like your plane and website. I have a model II KF and I'm looking into
getting a series V like yours with a NSI.
Could you please tell me what the typical maintenance schedule is for the
NSI and the approximate times the engine should have work done on it. The
engine I'm looking at has about 270 hours on it.
I
Robert
<style>
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<span style='font-size:10.0pt;
font-family:Arial'>Hi Peter,
<span style='font-size:10.0pt;
font-family:Arial'>
<span style='font-size:10.0pt;
font-family:Arial'>I like your plane and website. I have a model II KF
and I'm looking into getting a series V like yours with a NSI.
<span style='font-size:10.0pt;
font-family:Arial'>
<span style='font-size:10.0pt;
font-family:Arial'>Could you please tell me what the typical maintenance schedule
is for the NSI and the approximate times the engine should have work done on it.
The engine I'm looking at has about 270 hours on it.
<span style='font-size:10.0pt;
font-family:Arial'>
<span style='font-size:10.0pt;
font-family:Arial'>I
<span style='font-size:10.0pt;
font-family:Arial'>
<span style='font-size:10.0pt;
font-family:Arial'>Robert
<span style='font-size:10.0pt;
font-family:Arial'>
Message 9
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| Subject: | Tail Wheel Attachment |
--> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
Don't feel bad Jimmie,
I had the same problem with the slanted nose. In fact it wasn't until I
tried another instructor that I found I was also crabbing on take off.
I remember that I was taking off for the first time with the new instructor
he noticed I was holding right aileron and just pushed the stock to the
centre. At the time we were just about to lift off and when he centered the
stick the plane did a sharp left hand turn and then took off!!!
Luckily I was on a grass strip and I was flying a Kitfox - we just
straightened up and climbed out at 90 degrees to our intended flightpath.
Without knowing I had been using rudder to try and straighten the nose to
where I thought it should be and then used the aileron to hold direction.
Once this was established I spent 1 hour on a large grass paddock practicing
directional control and learning where the nose should point when the plane
is co-ordinated. Never had a problem since.
Gary A
Lite2/582
Gary
>>>>>>>>>. Even after several hours in the Kitfox I must
constantly restrain myself from crabbing left.
] <<<<<<<<<
Message 10
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| Subject: | Re: Tail Wheel Attachment |
--> Kitfox-List message posted by: "Jose M. Toro" <jose_m_toro@yahoo.com>
Jimmie:
If you are ready by that date, you could help Santa with the deliveries...
Jimmie Blackwell <jablackwell@ev1.net> wrote:
--> Kitfox-List message posted by: "Jimmie Blackwell"
Gary
You are probably right. The Kitfox is so different from my nose gear flying
that I have almost had to learn to fly again. Fortunately I have had a very
good and patient instructor. The 20 degree slanted nose of the Kitfox
really stumped me for awhile. Even after several hours in the Kitfox I must
constantly restrain myself from crabbing left.
Thanks again for your thoughts. With a little more good weather to practice
in with my CFI I may just solo this thing before Christmas. It sure is a
lot of fun.
Jimmie
----- Original Message -----
From: "Gary Algate"
Subject: RE: Kitfox-List: Tail Wheel Attachment
> --> Kitfox-List message posted by: "Gary Algate"
>
> Jimmy
>
> One thing I was taught is there are a couple of things that really affect
> control during the take off and landing stages.
>
> 1 when you first apply throttle for take off and that causes a
torque
> reaction from the prop which will require rudder to compensate (Rudder
> direction depends on prop direction of rotation.
>
> 2 when tail lifts there is another swing which is due to the effect
of
> the prop wash and torque and this is probably what you are seeing.
>
> I remember that I had a lot of trouble with these effects initially but
once
> you learn to lead with a little bit of compensating rudder rather than try
> to react after the fact.
>
> Gary A
> Lite2/582
>
> >>>>>>>>>>>>>>>>>
>
> --> Kitfox-List message posted by: "Jimmie Blackwell"
>
> In the last few weeks I have been having a lot of fun learning to fly my
> Model IV Speedster. There are a couple of issues that perhaps this list
can
> help me resolve. First, when landing or taking off there is a period of
> time at about 35-40 mph that my plane gets notably more difficult to
control
> [Gary Algate]
> <<<<<<<<<<<<<<<
>
>
Jose M. Toro, P.E.
Kitfox II/582
"A slow flight in the Caribbean..."
---------------------------------
Message 11
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| Subject: | Re: Tail Wheel Attachment |
--> Kitfox-List message posted by: "shortnaked" <shortnaked@golden.net>
Jimmie,
Ok sounds like you are transitiioning from tri gear to taildragger.
Get lot of ground practice taxing, high speed taxing and a few crow hops.
Don' t let this discourage you from the taildragger.
get your tail off ground ealrier and hold it off the ground in some of these
taxi tests.
and also maybe keep your sights at end of runway to give you good sense of
your yaw and keep it straight.
this will also help your periphial vision as well for depth control on
touchdown.
Shorty
----- Original Message -----
From: "Jimmie Blackwell" <jablackwell@ev1.net>
Subject: Re: Kitfox-List: Tail Wheel Attachment
> --> Kitfox-List message posted by: "Jimmie Blackwell"
<jablackwell@ev1.net>
>
> Gary
>
> You are probably right. The Kitfox is so different from my nose gear
flying
> that I have almost had to learn to fly again. Fortunately I have had a
very
> good and patient instructor. The 20 degree slanted nose of the Kitfox
> really stumped me for awhile. Even after several hours in the Kitfox I
must
> constantly restrain myself from crabbing left.
>
> Thanks again for your thoughts. With a little more good weather to
practice
> in with my CFI I may just solo this thing before Christmas. It sure is a
> lot of fun.
>
> Jimmie
> ----- Original Message -----
> From: "Gary Algate" <algate@attglobal.net>
> To: <kitfox-list@matronics.com>
> Subject: RE: Kitfox-List: Tail Wheel Attachment
>
>
> > --> Kitfox-List message posted by: "Gary Algate" <algate@attglobal.net>
> >
> > Jimmy
> >
> > One thing I was taught is there are a couple of things that really
affect
> > control during the take off and landing stages.
> >
> > 1 when you first apply throttle for take off and that causes a
> torque
> > reaction from the prop which will require rudder to compensate (Rudder
> > direction depends on prop direction of rotation.
> >
> > 2 when tail lifts there is another swing which is due to the
effect
> of
> > the prop wash and torque and this is probably what you are seeing.
> >
> > I remember that I had a lot of trouble with these effects initially but
> once
> > you learn to lead with a little bit of compensating rudder rather than
try
> > to react after the fact.
> >
> > Gary A
> > Lite2/582
> >
> > >>>>>>>>>>>>>>>>>
> >
> > --> Kitfox-List message posted by: "Jimmie Blackwell"
> <jablackwell@ev1.net>
> >
> > In the last few weeks I have been having a lot of fun learning to fly my
> > Model IV Speedster. There are a couple of issues that perhaps this list
> can
> > help me resolve. First, when landing or taking off there is a period of
> > time at about 35-40 mph that my plane gets notably more difficult to
> control
> > [Gary Algate]
> > <<<<<<<<<<<<<<<
> >
> >
>
>
Message 12
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--> Kitfox-List message posted by: "Pete Sigrist" <psigrist@cox.net>
Remove the prop from the plane
Purchase or make a suspension device that hangs the prop from the very
center horizontally. Visualize a small cup that fits in the center hole of
the prop with a small diameter nylon line coming out of the center of that.
Suspend prop from this device indoors with no wind or draft.
Use a spray can of clear lacquer or enamel and spray the light side of the
prop until it hangs evenly.
This should work on a slightly unbalanced prop.
If it is real bad, you may have to remove some material from the very end.
> Anyone know the proper way to balance a wood prop?
>
> Dee
>
> Do not archive
>
>
Message 13
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--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
Interesting. The instructions that came with mine (EIS) specified
the minimum distance before and after the sensor for any bends and
any pumps in the line, all of which cause turbulence in the flow and
reduce accuracy. Ultimately, mine was usually within 0.3 to 0.1
gallons per fill-up (26 gallons), depending upon the ambient
temperature.
Mike G.
N728KF
>I don't remember reading anything about a certain distance that the
>transducer needs to be from other components. I calibrated the Floscan
>indicator by setting the dip switches, a long and drawn-out affair.
>
>Peter Graichen
Message 14
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|
| Subject: | hmm some have no concern for safety it sems |
--> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
Dave sez:
>geez I bet you hope the next pilot carrying your family home on a 757 has
>his medical?
>
>If also the guy in the sport pilot plane that just ran into him that
>passed out cause of his lack of respect for others.
In the grand scheme of things, pilot medical problems cause less than
1/10th of 1 percent of all airplane accidents. One could argue
that's because the FAA and the authorities in other countries do such
a good job with screening out those that are not healthy enough to
fly safely, but it isn't hard to find a lot of aviation medical
examiners who feel the rules are way behind the times in terms of
what are and what are not troublesome medical conditions for pilots.
It might just be that people without a history of debilitating
medical conditions seldom develop one in flight.
It could also be argued that a lot of dangerous medical conditions
have plenty of time to crop up between physicals, hence the
requirement on pilots to assess their own airworthiness prior to each
flight. Having a valid medical certificate does not mean you are fit
to fly.
Apparently the FAA has been convinced that pilots conforming to the
sport pilot rules do not pose a significant threat to others. Recall
that, while a medical certificate is not required for sport flight,
someone who has been denied a medical remains grounded.
Time will tell if this position is justified.
Mike G.
N728KF
Message 15
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|
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
Thanks Pete, found an article on this after my question to the list. I
ordered a little devise from ACS and will go from there.
Dee Young
Model II
N345DY
Do not archive
>From: "Pete Sigrist" <psigrist@cox.net>
>Reply-To: kitfox-list@matronics.com
>To: <kitfox-list@matronics.com>
>Subject: Re: Kitfox-List: Prop
>Date: Mon, 22 Nov 2004 09:45:01 -0800
>
>--> Kitfox-List message posted by: "Pete Sigrist" <psigrist@cox.net>
>
>Remove the prop from the plane
>Purchase or make a suspension device that hangs the prop from the very
>center horizontally. Visualize a small cup that fits in the center hole of
>the prop with a small diameter nylon line coming out of the center of that.
>Suspend prop from this device indoors with no wind or draft.
>Use a spray can of clear lacquer or enamel and spray the light side of the
>prop until it hangs evenly.
>This should work on a slightly unbalanced prop.
>If it is real bad, you may have to remove some material from the very end.
>
>
> > Anyone know the proper way to balance a wood prop?
> >
> > Dee
> >
> > Do not archive
> >
> >
>
>
Message 16
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|
--> Kitfox-List message posted by: "John Oakley" <joakley@ida.net>
Dee,
I used to have one of those in my tool box. give me a call tonight I will
look.
John Oakley 529-5415
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Dee Young
Subject: Re: Kitfox-List: Prop
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
Thanks Pete, found an article on this after my question to the list. I
ordered a little devise from ACS and will go from there.
Dee Young
Model II
N345DY
Do not archive
>From: "Pete Sigrist" <psigrist@cox.net>
>Reply-To: kitfox-list@matronics.com
>To: <kitfox-list@matronics.com>
>Subject: Re: Kitfox-List: Prop
>Date: Mon, 22 Nov 2004 09:45:01 -0800
>
>--> Kitfox-List message posted by: "Pete Sigrist" <psigrist@cox.net>
>
>Remove the prop from the plane
>Purchase or make a suspension device that hangs the prop from the very
>center horizontally. Visualize a small cup that fits in the center hole of
>the prop with a small diameter nylon line coming out of the center of that.
>Suspend prop from this device indoors with no wind or draft.
>Use a spray can of clear lacquer or enamel and spray the light side of the
>prop until it hangs evenly.
>This should work on a slightly unbalanced prop.
>If it is real bad, you may have to remove some material from the very end.
>
>
> > Anyone know the proper way to balance a wood prop?
> >
> > Dee
> >
> > Do not archive
> >
> >
>
>
Message 17
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|
| Subject: | won't the pressure in the pulse line cause fuel to be forced |
away from
--> Kitfox-List message posted by: "Rex & Jan Shaw" <rexjan@bigpond.com>
Hi ! Charlie,
the pulse line carries alternating positive and negative
pressures, this is why the pump works. The alternating pressures push and
pull the diaphram in and out.
Rex.
rexjan@bigpond.com
Message 18
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| Subject: | Re: hmm some have no concern for safety it sems |
--> Kitfox-List message posted by: <av8rps@tznet.com>
Michael:
Good points made on the medical side of things. Interesting statistics.
Here's a downside of how screwed up things are for us however. A guy I work
with has been having serious medical issues relative to epilepsy (they
think). He will literally pass out or fall asleep while you are talking to
him. Sometimes takes 10 minutes for him to come around. He falls off
chairs, while walking, etc. He also does weird things that he will have no
recollection of later like taking his shirt off in the middle of a meeting,
then then 10 minutes later ask why he has his shirt off. I have spoke with
his doctors at length about my concerns for his well being, as well as the
people that work around him (very delicate issue due to the American
Disability Act). But they have done nothing to take his drivers license
away from him. And he drives a lot!
I know its not necessarily pertinent to Sport Pilot, but I thought it brings
interesting perspective to the whole concept of requiring pilots to pass a
medical. How would you like this guy passing you and your family on the
highway going the other direction at 70 mph only two feet away from you on
the other side of the yellow stripe? Yet he is "OK to drive" according to
the doctors. I have a neighbor also that 10 years ago had a woman with
epilepsy run an intersection and t-bone his truck. He was a commercial
pilot. Shattered both of his elbows, so he was barely able to get back into
flying (they told him at first he'd never fly again). His wife developed
double vision and had many broken bones, and his 8 year old daughter has
half her body paralyzed today along with being blind in one eye.
Really makes me wonder why we bother at all with medicals to fly a small
airplane? My real fear is driving my car...
Paul S.
----- Original Message -----
From: "Michael Gibbs" <MichaelGibbs@cox.net>
Subject: Kitfox-List: hmm some have no concern for safety it sems
> --> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
>
> Dave sez:
>
>>geez I bet you hope the next pilot carrying your family home on a 757
>>has
>>his medical?
>>
>>If also the guy in the sport pilot plane that just ran into him that
>>passed out cause of his lack of respect for others.
>
> In the grand scheme of things, pilot medical problems cause less than
> 1/10th of 1 percent of all airplane accidents. One could argue
> that's because the FAA and the authorities in other countries do such
> a good job with screening out those that are not healthy enough to
> fly safely, but it isn't hard to find a lot of aviation medical
> examiners who feel the rules are way behind the times in terms of
> what are and what are not troublesome medical conditions for pilots.
> It might just be that people without a history of debilitating
> medical conditions seldom develop one in flight.
>
> It could also be argued that a lot of dangerous medical conditions
> have plenty of time to crop up between physicals, hence the
> requirement on pilots to assess their own airworthiness prior to each
> flight. Having a valid medical certificate does not mean you are fit
> to fly.
>
> Apparently the FAA has been convinced that pilots conforming to the
> sport pilot rules do not pose a significant threat to others. Recall
> that, while a medical certificate is not required for sport flight,
> someone who has been denied a medical remains grounded.
>
> Time will tell if this position is justified.
>
> Mike G.
> N728KF
>
>
>
Message 19
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|
--> Kitfox-List message posted by: "Fox5flyer" <morid@northland.lib.mi.us>
Floscan said the same thing, but I ignored it for the reasons I gave in my
previous email. Works fine and is very accurate. I don't recall touching
the dip switches at all so maybe I just got lucky. All my fuel lines have
flowing bends with no 90 degree fittings to keep flow resistance at a
minimum. I read a "rule of thumb" somewhere that one 90 degree fitting has
as much flow resistance as ten feet of pipe. I have no idea how accurate
that is and it may depend on the size of the piping, but in general it
sounds like a fair statement. I used 3/8 ID fuel lines everywhere and kept
fittings to a minimum.
Darrel
> Interesting. The instructions that came with mine (EIS) specified
> the minimum distance before and after the sensor for any bends and
> any pumps in the line, all of which cause turbulence in the flow and
> reduce accuracy. Ultimately, mine was usually within 0.3 to 0.1
> gallons per fill-up (26 gallons), depending upon the ambient
> temperature.
>
> Mike G.
> N728KF
>
>
> >I don't remember reading anything about a certain distance that the
> >transducer needs to be from other components. I calibrated the Floscan
> >indicator by setting the dip switches, a long and drawn-out affair.
> >
> >Peter Graichen
>
>
Message 20
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|
Seal-Send-Time: Mon, 22 Nov 2004 17:23:52 -0700
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com>
John, thanks for the offer but have ordered one from ACS.
Have you been flying lately?
Do you know who wrecked their Kitfox that is hanger in Rigby? It was about mid
summer as I recall. White or light in color and had a Grove gear with a 912 in
it. It appeared that he came in with a forward slip and never got it straight
when touching down. Bent the one leg of the gear under and bent one wing pretty
good.
Dee
----- Original Message -----
From: John Oakley<mailto:joakley@ida.net>
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Sent: Monday, November 22, 2004 1:26 PM
Subject: RE: Kitfox-List: Prop
--> Kitfox-List message posted by: "John Oakley" <joakley@ida.net<mailto:joakley@ida.net>>
Dee,
I used to have one of those in my tool box. give me a call tonight I will
look.
John Oakley 529-5415
-----Original Message-----
From: owner-kitfox-list-server@matronics.com<mailto:owner-kitfox-list-server@matronics.com>
[mailto:owner-kitfox-list-server@matronics.com]On Behalf Of Dee Young
To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
Subject: Re: Kitfox-List: Prop
--> Kitfox-List message posted by: "Dee Young" <henrysfork1@msn.com<mailto:henrysfork1@msn.com>>
Thanks Pete, found an article on this after my question to the list. I
ordered a little devise from ACS and will go from there.
Dee Young
Model II
N345DY
Do not archive
>From: "Pete Sigrist" <psigrist@cox.net<mailto:psigrist@cox.net>>
>Reply-To: kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>
>To: <kitfox-list@matronics.com<mailto:kitfox-list@matronics.com>>
>Subject: Re: Kitfox-List: Prop
>Date: Mon, 22 Nov 2004 09:45:01 -0800
>
>--> Kitfox-List message posted by: "Pete Sigrist" <psigrist@cox.net<mailto:psigrist@cox.net>>
>
>Remove the prop from the plane
>Purchase or make a suspension device that hangs the prop from the very
>center horizontally. Visualize a small cup that fits in the center hole of
>the prop with a small diameter nylon line coming out of the center of that.
>Suspend prop from this device indoors with no wind or draft.
>Use a spray can of clear lacquer or enamel and spray the light side of the
>prop until it hangs evenly.
>This should work on a slightly unbalanced prop.
>If it is real bad, you may have to remove some material from the very end.
>
>
> > Anyone know the proper way to balance a wood prop?
> >
> > Dee
> >
> > Do not archive
> >
> >
>
>
Message 21
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| Subject: | Re: Tail Wheel Attachment |
--> Kitfox-List message posted by: "Jimmie Blackwell" <jablackwell@ev1.net>
That would be fun.
----- Original Message -----
From: "Jose M. Toro" <jose_m_toro@yahoo.com>
Subject: Re: Kitfox-List: Tail Wheel Attachment
> --> Kitfox-List message posted by: "Jose M. Toro" <jose_m_toro@yahoo.com>
>
> Jimmie:
>
> If you are ready by that date, you could help Santa with the deliveries...
>
> Jimmie Blackwell <jablackwell@ev1.net> wrote:
> --> Kitfox-List message posted by: "Jimmie Blackwell"
>
> Gary
>
> You are probably right. The Kitfox is so different from my nose gear
flying
> that I have almost had to learn to fly again. Fortunately I have had a
very
> good and patient instructor. The 20 degree slanted nose of the Kitfox
> really stumped me for awhile. Even after several hours in the Kitfox I
must
> constantly restrain myself from crabbing left.
>
> Thanks again for your thoughts. With a little more good weather to
practice
> in with my CFI I may just solo this thing before Christmas. It sure is a
> lot of fun.
>
> Jimmie
> ----- Original Message -----
> From: "Gary Algate"
> To:
> Subject: RE: Kitfox-List: Tail Wheel Attachment
>
>
> > --> Kitfox-List message posted by: "Gary Algate"
> >
> > Jimmy
> >
> > One thing I was taught is there are a couple of things that really
affect
> > control during the take off and landing stages.
> >
> > 1 when you first apply throttle for take off and that causes a
> torque
> > reaction from the prop which will require rudder to compensate (Rudder
> > direction depends on prop direction of rotation.
> >
> > 2 when tail lifts there is another swing which is due to the effect
> of
> > the prop wash and torque and this is probably what you are seeing.
> >
> > I remember that I had a lot of trouble with these effects initially but
> once
> > you learn to lead with a little bit of compensating rudder rather than
try
> > to react after the fact.
> >
> > Gary A
> > Lite2/582
> >
> > >>>>>>>>>>>>>>>>>
> >
> > --> Kitfox-List message posted by: "Jimmie Blackwell"
>
> >
> > In the last few weeks I have been having a lot of fun learning to fly my
> > Model IV Speedster. There are a couple of issues that perhaps this list
> can
> > help me resolve. First, when landing or taking off there is a period of
> > time at about 35-40 mph that my plane gets notably more difficult to
> control
> > [Gary Algate]
> > <<<<<<<<<<<<<<<
> >
> >
>
>
> Jose M. Toro, P.E.
> Kitfox II/582
> "A slow flight in the Caribbean..."
>
>
> ---------------------------------
>
>
Message 22
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| Subject: | Re: hmm some have no concern for safety it sems |
--> Kitfox-List message posted by: "chad lively" <chadl@compu.net>
I have two comments about what Dave has to say about Sport Pilots and no
medical:
1. Since he lives in Canada he really doesn't have a clue about
dealing with the FAA Medical people.
2. I'd like to see a Sport Pilot legal plane that can fly fast enough
to "run into a 757".
My two cents worth.
----- Original Message -----
From: "Michael Gibbs" <MichaelGibbs@cox.net>
Subject: Kitfox-List: hmm some have no concern for safety it sems
> --> Kitfox-List message posted by: Michael Gibbs <MichaelGibbs@cox.net>
>
> Dave sez:
>
> >geez I bet you hope the next pilot carrying your family home on a 757
has
> >his medical?
> >
> >If also the guy in the sport pilot plane that just ran into him that
> >passed out cause of his lack of respect for others.
>
> In the grand scheme of things, pilot medical problems cause less than
> 1/10th of 1 percent of all airplane accidents. One could argue
> that's because the FAA and the authorities in other countries do such
> a good job with screening out those that are not healthy enough to
> fly safely, but it isn't hard to find a lot of aviation medical
> examiners who feel the rules are way behind the times in terms of
> what are and what are not troublesome medical conditions for pilots.
> It might just be that people without a history of debilitating
> medical conditions seldom develop one in flight.
>
> It could also be argued that a lot of dangerous medical conditions
> have plenty of time to crop up between physicals, hence the
> requirement on pilots to assess their own airworthiness prior to each
> flight. Having a valid medical certificate does not mean you are fit
> to fly.
>
> Apparently the FAA has been convinced that pilots conforming to the
> sport pilot rules do not pose a significant threat to others. Recall
> that, while a medical certificate is not required for sport flight,
> someone who has been denied a medical remains grounded.
>
> Time will tell if this position is justified.
>
> Mike G.
> N728KF
>
>
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